Water-heating apparatus for radiator-provided water-cooled internalcombustion engines of automobiles and other vehicles



J. E. ROBISON. WATER HEATING APPARATUS FOR RADIATOR PROVIDED WATER COOLED INTERNAL COMBUSTION ENGINES 0F AUTOMOBILES AND OTHER VEHICLES.

1,379. APPLICATION FILED NOV-23,1920. Apr. 4

3 SHEETS-SHEET I www vmnAToR Il J. E. ROBISON. WATER I- IEATINGAPPARATUS FOR RADIATOR PROVIDED WATER COOLED INTERNAL COMBUSTION ENGINES 0F AUTOMOBILES AND OTHER VEHICLES. 1,411,379, Pamd Apr. 4, 1922.

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v I. E. ROBISON. WATER HEATING APPARATUS FUR RADIATOR PROVIDED WATER COOLED INTERNAL COMBUSTION ENGINES OF AUTOMOBILES AND OTHER VEHICLES. APPLICATION FILED NOV.23, 1920.

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/ 26 Z5 .KL-@III UNITED STATES PATENT Ormea.;

JAMES E. RoBisoN, or DENVER, cononano.

WATER-HEATING APPARATUS FOR RADIATOR-PROVIDED WATER-COOLD INTERNAL COMBUSTION ENGINES 0F AUTOMOBILES AND DTI-IER VEHICLES.

Application led November 23, 1920. Serial No. 426,048.

T0 all w z-Om t Imay Coface/Mt I Be it known that l, .latins E. RonIsoN, citizen of the United States of America, residing at the city and county of Denver and State of Colorado, have invented a new and useful lWater-Heati'ng Apparatus for Radiator-Provided lVatenCooled Internal- Gombustion Engines of Automobiles Aand 'other Vehicles, of which the following is a specification. ,i

My invention relates to a new and improved water heating apparatus for radiator provided water-cooled internal-combustion engines of automobile cars, trucks, boats and flying machines.

And the objects of my invention are:

To provide water heating vapparatus of this character in which a liquid fuel under pressure is fed to a burner located beneath the lower tank of the radiator. the fuel supply and regulating device being at all times under the control of the driver kot the car or other vehicle.

Further Vto provide a heater of this character comprising a liquid fuel container. a burner located beneath the lower tank oit the radiator, a valve-controlled pipe connecting the fuel container' with the burner and means for compressing the air in the fuel container whereby the liquid fuel is expelled therefrom under suitable pressure.

Further to provide a water heater of this character having an electric ignition mecha` nism connected with the burner, and means whereby 'exhaust from the engine can be utilized to warm the burner prior to igniting the liquid fuel supplied thereto.

I attain these objects by themechanisiu ilh'ist'rated in the accompanying drawings in which: f

vFigure l is aside elevation of an automobile engine of a'typein'common use 'showing the application thereto of the improved water heater.y y

Fig. y2 is a plan view of Fig.y l. y

3 isa plan View ofthe bottom mein. ber of a specially constructed radiator shell showing thel burner and ignition means sey'c-i'llled thereto. A o p Eig i is a rearfview of Figui-e3. I ,y

Fig. 5 is a vertical sectional view of the Specification of Letters Patent.

Patented Apr. 4, 1922.

lower end of the,y fuel container showing the valve for controlling the fuel outlet thereof.

Fig. 6 is a plan view of the burner.

Fig. 7 is a transverse sectional view their-'eof on the line 7-7 of Figure 6.

Fig. 8 is a horizontal sectional view through the burner showing the fuel pas sages and the valve for controlling the supply of fuel from the inlet passage to the passages leading to the ignition point.

Fig. 9 is a vertical longitudinal sectional View of the burner7 partly in elevation, the i carbon arresting element in the inlet passage Fig. 13 is a perspective view of a flame shield for the burner. And` Fig. 14.- is a detail view.

Similar letters of reference refer to similar parts throughout the several views.

Referring to the drawings:

T he numeral l, designates an internal combustion engine that is provided with water circulating passageways; and 2 designates a radiator of the usual type that is connected to the engine by the upper and lower water conveying pipes 3 and l The radiator comprises the usual `upper and lower tanks 5 and 6, respectively,*which are connected by tubes in the usual manner, and the upper tank is provided with a vfilling neck 7, which is closed by a cap 8.A y n The above described combined and cooperating arrangement of engine and radiator is in common use in some' form in practically all water-cooled internal-combustion motor apparatus and the improved water heating apparatus is so cooperatively positioned and connected to the radiator that it may be used Vnot only to heat the water that circulates through the radiltOi and water jacket ef the engine but it is designed also to keep the engine warm when the saine is not running, thus preventing freezing of the water and `maintaining the circulation of the same through the radiator' and water jacket of the engine, so that the engine may be` quickly and easily started in the coldestl weather.

The water heating apparatus comprises a liquid fuel holding tank 9, a burnerlO, and a hand pump l1, for maintaining a suitable airpreSsure in the fuel tank and these elements are constructed and arranged in the following manner: i

The fuel tank 9 is preferably secured to the cylinder head of the casing on the opposite side thereof from the intake manifold, and at its forward end, by a band l2, which surrounds the tank, the free ends'of which are clamped to the cylinder head by twoV of the bolts 13 which secure thehead to the cylinder as clearly shown in Fig. 2. The band 12 is clamped tightly to the tank by a bolt 14 which passes through the ends of the band between the tank and 'bolts 13. This tank is ofV any desired capacity` and its ends are closed by top and bottom caps 15 and 16. The top cap 15 is provided. with a filling inlet which is closed by a screwfcail) 17, and also with an air inlet neck 18, which is connectedby a pipe 19 with .an air pump 11, which is secured to a bracket 29, which is bolted to the instrument board 21.

This pump comprises a tube or cylinder one end of which is passed through a hole in the bracket 20, and is closed by a screw cap 22; a `nut 23 is threaded to the cylinder and is Screwed against the opposite side of the bracket 20, from the cap 22, thus clamping the bracket between the cap 22 and nut 23, thereby rigidly securing the pump cylinder to the said bracket. A hand operated piston rod 24 passes through a hole in cap 22 and into the cylinder and is provided with a piston 25, and theI forward end of the cylinderis provided with a removable nozzle 26, having a screw cap 27, in which is secured the adjacent end of the pipe 1.9. The end wall 28 of the nozzle provided with a ccntral hole 29 which opens into an air chamber 30, whichV is closed by the `cap ik boss 3l is formed on the nozzle and is provided with a hole which opens into the air chamber 30, and in which is secured one end ol a pipe 32, the opposite end of which extends through the bracket 29 and board 2l, and has secured thereon a pressure gauge 3?. The air chamber 30 is provided, with a ball check valve 34 which normally closes the air hole 29k `in the end wall of the nozzle, and

the `forward movement ol the check valve,`

away from the hole 29, is limited by a pin 35,` which extends through the nozzle as shown in Figure 10. When the piston 25, is pushed forward by the rod 24, which has a grasping'knob 24A, the'air in advance of the piston, is forced through the hole 29, into the chamber 30, andV thence through the pipe 19, to the fuel tank 9. The ball 34,'is moved air-af,Y from Vthe hole 29, on each forward Vstroke of the piston, but is forced against the hole on each reverse stroke of the piston, by air pressure from the tank 9, thus preventingvback flow of air in the cylinder 11, while the pump is in operation, but vthe air under pressure from the tank 9, passes through the pipe 32, to the gauge 33,-` which thereby caused to register the pressure in the tank 9, and this pressure can be maintained at any desired degree by the driver of the car. Y

In order to provide a positive means .for closing ,the air hole 29, against back pressure, after pressure in the tank 9, has been raised to the required degree, the forward end of the piston rod or stem 2 4, is extended a short distance beyond the piston and pointed to form a needle valve Y, which is Aadapted to be inserted Iand held inthe hole 29. To accomplish this, the cap 22, is formed with an internally threaded nipple 22A, and the piston rod is formed with a threaded enlargement 24l, which, when screwed into the nipple 22A, by turning the knob 24A, forces the needle .valve Y, into the hole 29, and

`tightly closes the same. By turning thepiston rod so as to disengage the threaded'enlargment 24B,irom the nipple 22^, the rod can be reciprocated to force air into the tank 9. i f

The tank 9, is supplied with any suitable liquid fuel, such as gasoline, or@ gasoline and kerosene in suitable proportions, and the bottom cap 1G, of the tank is provided with a short, internally threaded neck 36, in which is screwed a cup-like cap 37, provided with a valved outlet, which is arranged as follows: The upper end of thiscap, which screws into the neck 3G, is Vprovided, with a horizontal screen or strainer 25S, which prevents any foreign substance in the fuel from p: ssing downinto the cap, and the cap is provided on diainetrically opposite sides with nipples 39 and 40, respectively.

The .nipple 39, is the outlet nipple and communicates `with the interior of the cap by :i conical ont-let hole or valve seat 41;, luto which projects the conical end of a needle valve 42, a portion of which,`near itsoppoL y site end, is threaded and is screwed into av threaded hole in the nipple d0. AV capv 43, is screwed upon the nipple 40, and forms therewith a packing box, and the outer end portion of the needle valve 42, passes through a hole in this `cap and is provided with a disk 44, having oppositely arranged holes through which passes `loosely the forked end 45, of a valve operatingrodlt, the opposite end of which passes loosely through an opening in the lower end of the bracket 20. By' turning the rod 46,'the

needle valve 42, can be adjusted with respect tothe outlet opening di', to permit the out- `How of the fuel, or to close the said opening and cut olf the .supply of fuel tothe burner, as may be desired.

The nipple 39, is provided with a screw cap 47, having a central hole in which is screwed one end of a pipe d8, which connects the fuel tank with the burner l0, which is arranged and constructed as follows: The lower or base member 49, of the radiator frame or shell is especially Constructed to accommodate the burner, and comprises a front wall 50, having an opening 51, through which the outer end of the crank shaft passes, a rear wall 52, and bottom portions 53 and 54, which incline downwardly from opposite ends of the member for a suitable distance and terminate .in a raised central portion 55, beneath which the outer end portion of the crank shaft passes. The lower tank 6, of the Vradiator rests in the base member 49, the bottom of this tank being a short distance from the said raised bottom portion 55, of 'the base member, and the .burner l0, is supported in the front and rear Vwalls-of the baseV member between the in- `clined bottom portion 54, of the base, and the bottom of the tank 6, as will be clearly understood by reference to Figures 3 and d. The burnery l0 comprises a cylindrical body .portion 56, having anopening 57 in its lower end and from its upper end extends a substantially semi-spherical member 58 which vterminates in a relatively wide horizontally disposed flange 59. l/Yithin the semi-spherical member 58, and spaced from the same, is a semi-spherical bowl 69, and this bowl and the member 58 are integrally connected by a horizontal tubular member 6l, which extends across the interior of the bowl and beyond opposite sides of the member 58; the said member 58, the bowl 60, the tubular member 6l, and the flange 59, forming a single integral casting, as is most clearly shown in Figs. 8 and 9.

One end portion of t-he tubular member 6l extends through a hole in the front wall ofthe base 49 and is provided with al flange 62, which bears against the inner face of the said front wall and is secured Vthereto by screws 63 which extend through holes in the nsaid front wall and liange. The oppo site end portions of the t-ubular member 6l rests in a slot 6^ in the rear wall of the said base 49. The end of the tubular member kadjacent tothe flange 62 is closed by a.

Atheopposite or inner end of the tube'. The

inner 4end portion of the bore 65 is threaded, and receives the' 'threaded portion of a needle lvalve 68, having a pointed end which extends into the hole or Valve seat 66. The opposite end of this needle valve extends through a hole in the cap 64 and is squared so that it can be turned to regulate the flow of fuel through the Vhole 66.

Parallel with the bore 67, and on opposite sides of the same, are passages 69, which open at one end into the bore 65 adjacent to the valve seat 66. The opposite endsof these passages terminate in downwardly and inwardly extending passages which merge in a common passage 7l which is formed partly in an enlargement 72, on the wall of the body of the burner, and partly in an integral stem 7 3 which extends a short distance below the lower end of the body and terminates inV a right angled member 74 which terminates below the central hole 57, in the lower end of the body of the burner. The passage 7l is drilled from the lower end of the stemV 73, and the lower end of this passage is closed by a screw 75, and this passage is intersected by a similar passage which is drilled in from the end of the right angled member 74. n

On the end of the member 74ris brazed a tip 76, through which a fine vertical hole is drilled, and the lower end of the hole is closed by a screw 77.

A passage 7 S is drilled into the inner end of the tubular member of the burner, parallel with the bore 67 therein, and this end of the tubular member is closed by a screw cap 79, which closes both the bore 67 and the adjacent end of the passage 7S. The inner end of the passage 78 opens into a nippleSO, in which vis secured the opposite end of the pipe 48, which extends from the fuel outlet of the tank 9.

lVithin the passage 78, is inserted a roll of line screen material'tll, which does not interfere with the passage of fuel 4through the said passage, but prevents back Ylire through the piperl. n is also placed "a suitable carbon arrester 82, such piece of' wire rope, which can be removed-and cleaned 'whenever a quantity of carbon yhas collected thereon; rlhe fuel passes through 4the tank 9, through the pipe tl-8, to the passage 78, thence tlirough the bore 67, tothe hole 66, which is controlled b v the needle valve 66, and into the bore 65, whence it passes through the passages 69, 7() and 7l, where it becomes thoroughly volatilized, and flows from the tip 76, where it is ignited in a manner to be presently described. in the form of gas. The gas from the tip enters the hole 57, in the bottomof the body` of the burner. and the flame strikes the bottom ofthe bowl 60, whence it 'passes up through the space'between the said bowl and the semi-spherical member 58, and contacts with the bottom of the radiatortank 6.

ln order to confine the flame from the Tilfithin the bore 67,V

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burner vto the space beneath the radiator tank 6, andbetween the frontand rear walls of the base 49, and thus prevent it from passing out between the wall of the base and the sides of said tank, I provide a shield 10A, comprisinga fiat metal plate, the side edge portionsof which are bent over at right angles and provided with screw holes, as shown in Figure 18. These bent-over edge portions fit snugly between the front and rearwalls and 52, of the base, and are secured thereto by screws. The horizontal portion of the shield rests against the bottom of the tank 6, and is provided with numerous holes, as shown, so as to permit the flame from the burner to contact directly with the said bottom ofthe tank.

The flame from the burner heats that portion of the rear wall 52,V of the base immediately behind it to a high degree, and to prevent dama-ge from this highly heated portion of the said wall, I provide the following means: Upon the rear wall 52, and the rear of the burner 10, I secure a metal plate 10B, of the form shown clearly in Figure 4, the said plate extending down to the level of the lower edge of the front wall `50, and between this plate and the wall 52, is'interposed a sheet of asbestos 10C, the asbestos being clamped between the plate and wall by screws 10D, which enter screw holes in the rear wall, and also extend through the adjoining bent edge of the shield 10A, thus securing the edge of the shield to the wall 52. The slot 6^, in the wall 52,in which the rear ortions of the burner tube 61 rest, is close in the following manner, to prevent the escape of the flame therethrough; The portion of metal 6B, which is cut out of the rear wall to make the slot 6A, is riveted to a square plate `6C, the lower edge of the piece 6B', and of the plate 6C, being formed with semi-circular recess as shown, to fit over' the tube 51. The piece 6B, is placed in the slot 6^, the plate 6C, resting against the rear face of the wall 52, and the said plate 6C, is held between the said wall and the plate 10B, thus supporting the piece 6B, in the slot 6A, and thereby tightly closing the same against the escape of flame. Y

In order to `warm the burner prior to igniting the fuel, the following means are employed: Surrounding the body of the burner and spaced therefrom isa jacket 83, which conforms to the contour of the said body. The bottom of this jacket has a central opening in which fits a circular offset 84 formed on the bottom of the burner body, and the upper edge of the jacket bears against the lunder side of the flange 59, of the said burner, and the jacket is held to the burner by bolts 85, Awhich extend down through the said fiange 59, and through the bottom of the jacket and receive nuts 86. The jacket is provided with a horizontal partition 87, which Vdivides the space betweenthe jacket andthe body of the burner into upper and lower chambers 88 and .89,

respectively. A short pipe 90, is ScrewedV into the bottom portion ofthe forward end of the exhaust manifold 91, of the engine to the free end of which an ordinary cutoff Vvalve 92, is screwed, and the stemtof this venient reach of the driver of the car, and

is provided with a handle. One end of a pipe 95, enters the lower end of the valve 92` and its opposite end is secured in an inlet hole in the burner jacket 88, above the partition 87. An opening 96, is formedin this partition on the opposite side from where the pipe 95, enters the jacket, and an outlet pipe 97, extends from the bottom of the jacket and lies alongside the depending stem 73, to the horizontal portion 74, of which the burner tipV 76, is brazed. From the foregoing, it `will be seen that by opening the valve 92, by means of the operating rod 94, a portion of the exhaust from the manifold 91, passes through the pipe 95, to the upper chamber 88,V surrounding .the burner, and thence through the opening 96, in the partition 87, to the lower chamber 89, and out through the pipe 97, to the4 atmOS- phere. In this way the ,burner` may be thoroughly `heated prior to lighting. the same, when the engine is to be shut down for any length of time, the heating of the burner facilitating the ignition of the fuel at the burner tip.

The ignition is accomplished in the following manner: The rear wall of the base 49, of the radiator frame is formed with a 'bearing Ahub 98, which extends through a hole 10E, in the plate 10B, in which is inserted the core or porcelain portion 99, ofv an ordinary `spark plug, the spark point of its electrode being immediatel above the opening in the burner tip. n electrode 100, in the form of a piece of wire is secured to the raised bottom portion 55, of the base, so as to be grounded thereto, its free end being in line ywith the spark oint of the plug electrode, but spaced there rom to form a gap between the two points. Y

A current wire X, extends from the plug electrode to one terminal of an ordinary vibrator coil X1, and a wire X2, connects with the other terminal of the coil, ,and extends to one pole of a battery B, a wire X", extending from the other pole ofthe battery, andis grounded to theframe, preferably te the base 49, an ordinar Vswitch X, being interposed in the wireA 2, to open and close the circuit through the plug. The coil and its connections are illustrated diagrammatically in Figure 2.

In practice, the needle valve 68, is adjusted'to properly control the liow of fuel to the burner tip, thus regulating the fuel supply to the desired heat requirements, and when `it is desired to start the heating of the water in the lower radiator tank 6, the valve rod 94, is turned to open the valve 92, and admit exhaust to the space surrounding the burner, to heat the same so that the fuel will more readily volatilize; the valve rod 46, is thenV operated to turn the needle valve 42, to open the outlet 4I, which permits the fuel to flow through the pipe 4S to the burner as previously7 described. The fuel is then ignited as above set forth and the flame passes up through the hole 57, and around the bowl 60, of the burner, into contact with the bottom of the lower tank 6, the heat from the flame passing over the raised bottom 55, of the base 49, along the bottom of the tank 6, the raised bottom having an upward inclination from its side adjacent to the burner, which facilitates the passage of the heat and the portion 54C, of the bottom of the'base 49, has an opening 4%, directly below the burner, which permits a draft of air up through the base and beneath the bottom of the tank 6. The bottom portion 53, of the base is provided .with holes 3A, which prevent water from collecting in this portion of the base.

In order to give the burner an initial heating, thereby to enable the engine to be started after the same has remained shut down for a considerable period, particularly in starting up on a very cold morning, I employ the following means: Beneath the horizontal member 74C, of the burner, which terminates in the tip 76, is positioned a pan 7A, which is preferably stamped out of sheet metal of such dimensions as to form a pan of about an inch and a quarter in length by an inch in width, with a depth of one-eighth of an inch. This pan is secured to the burner by the screws 7 5 and 77, which pass through holes in the bottom of the pan, and into the burner, as before described. The pan is filled with wood alcohol through an opening 7B, shown in dotted lines in Figure 4, which, when admitted, heats the burner to such a degree that the liquid fuel passing therethrough is volatilized and passes out through the tip 76, in the form of gas. A curved wire screen 4B, is secured to the base 4.9, below the hole 4A, and this screen breaks the force of the air draft through the hole 4A, and prevents extinguishing of the burner llame.

Having described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a heating device of the character de scribed, the combinationwith an automobile engine and a water circulating system connected therewith, including a radiator having a lower reservoir, of a burner supported beneath the reservoir having a fuel regulating valve, a fuel tank, a pipe connecting the same with the burner,A a valve for controlling the outlet from said tank, means for compressing the air in said tank, a gauge connected with the tank to indicate the precsure therein, and means for delivering exhaust from said engine to the burner for heating the same prior to igniting the fuel.

2. In a heating device of the character described` the combination with an automobile dash, the engine, and a water circulating system connected therewith, including a radiator, of a burner supported beneath the radiator, a fuel tank, a valve for controlling the outlet thereof, a pipe connecting said outlet with the burner, a needle valve in said burner for controlling the flow of fuel therethrough, a pump for compressing the air in the fuel tank, a pipe connected to said pump and communi,eating` with the tank and a pressure gauge on said pipe, means operated from the dash for controlling the outlet valve of said tanlr, means for con-l veying exhaust from the engine to heat the burner, and means operated from the dash for controlling the said exhaust supply to the burner.

3. In a heating device `of the character described, the combination with an engine and a water circulating system connected with said engine, including a radiator, of a burner beneath said radiator, means for supplying liquid fuel under pressure to said burner, `and means for conveyingPV exhaust from said engine to heat said burner. f 4. In a heating device of the character described, the combination with ,an internal combustion engine having an exhaust manifold, and a water circulating system connected with said engine, including a radiator, of a burner supported beneath said radiator having a jacket, means for supplying liquid fuel to said burner, .and means for conveying exhaust from said manifold to said burner jacket thereby to heat said burner.

5. In a water heating device of the character described, the combination with an internal combustion engine having an exhaust manifold, and a water circulating system connected therewith including a radiator, of a burner supported beneath said radiator having a surrounding jacket, means for Supplying liquid fuel under pressure to said burner, a cut-off valve connected to said manifold, a pipe connectingl said valve and said burner jacket, whereby exhaust Vfrom said engine may be utilized to heat said burner, means for controlling the supply of fuel to said burner, and means for controlling the flow of fuel through said burner.

6. In a water heating device of the charil G acter described, the combination with an automobile dash, the engine and its exhaust manifold, and a water circulating system connected with said engine, including a radiator, of a burner supported beneath said radiator, having .a jacket, a Jfuel tank, a needle valve controlled outlet in said tank, an operating rod extending from said valve and supported in said dash, a pipe connectw ing said outlet and said burner, means for compressing the air in said fuel tank, a valved outlet in said manifold, a pipe connectingr said outlet and said burner ljacket, thei'ebyto convey the exhaust to said jacket to heat said burner, an operating rod extending from said exhaust outlet valve and supported in said dash, and a sparking means adapted to be connected in circuit with an electric source, for igniting said fuel at said burner. Y

7 In a water heatingr device of the chaiacter described, the combination with an .au-

tomobile dash, the engine, and a water cir culating system connectedl tl'ierewith, including al radiator, of a burner supported beneathsaid radiator, a fuel tank secured 4upon said engine,.having a screened outlet, a needle valvefor controlling said outlet,

a pipe connecting said outlet and said burner, an operating rod extending from Vsaid needle valve and supported in said dash,

an air inlet nipple onisaid tank, a pump supported in said dash, an air pipe connecting said pump and nipple, a check valve in said pump, a pressure gauge in said dash, a pipe extending from said pump between the check valve and the air pipe, and connected with said pressure gauge, means including a valve for conveying exhaust from said engine to said burner to heat the same, and an operating rod extending from said valve Vand supported in said dash.

8. In a device of the character described, the combination with an automobile engine, the radiator having a lower tank, a circulating system connecting said engine and radiator and the lower frame member of said radiator-7 of a burner supported in said frame member, means for supplying fuel under pressure to said bui-ner, a needle valve in said burner for controlling the flow Vof fuel therethrough, sparking elements on said lower frame member adapted to .be connected in circuit with an electric source for igniting the fuel at said burner, and a valve controlled pipe for yconveying exhaust troni said engine to said burner to Vheat the same.

In testimony whereof I aiiix my signatur in presence of two witnesses. t

JAMES E. ROBISGN."

lVitnesses: i

' G. SARGENT ELLIofrr,

ELIZABETH SMITH, 

